Triple-valve piston and connection.



PATENTED MAR. 22, 1904. A. H. GELTZ & L. L. HOSAOK. ,w \WTRIPL'E VALVE PISTON AND CONNECTION APPLICATION FILED MAY 26. 1902.

N0 MODEL.

. UNITED STATES Patented March 22, 1904.

PATENT OFFI E.

ALBERT H. GELTZ AND LEE L. HOSACK, OF ALLIANCE, OHIO, ASSIGNORS TO C. B. MoLEAN, OF PITTSBURG, PENNSYLVANIA.

TRIPLE-VALVE PISTON AND CONNECTION- SPECIFIGATION forming part of Letters Patent No. 755,570, dated March 22, 1904.

7 Application filed May 26, 1902. Serial No. 109,118. (No model.)

To all whom it may concern:

Be it known that we,ALBERT H. GELTZ and LEE L. HosAoK, citizens of the United States of America, residing at Alliance, in the county of Stark and State of Ohio, have invented certain new and useful Improvements in Triple- Valve Pistons and Connections, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to certain new and useful improvements in air-brakes; and the invention has for its main object to provide means for rechargingthe auxiliary reservoir to normal pressure without releasing the brakes.

Briefly described, the invention comprises means for admitting the air through the piston of the triple valve from the main reservoir to the auxiliary reservoir independent of the brake-valve while brake-valve is on lap or while communication is cut off between reservoir and train-line with the brake-valve. A connection is provided between the reservoir and the train-line pipe independent of the brake-valve, whereby when the brakes have been applied the air may be cut into the train-line from the reservoir direct without passing through the engineers valve, and the amount of pressure which has been used in the application of the brakes thereby restored to the train-line and the auxiliary reservoir. Means is also provided whereby the cut-in cock arranged between the reservoir and the train-line pipe is automatically operated to close communication between the main reservoir and train-line pipe when the normal pressure has been restored.

In describing the invention in detail, reference is had to the acompanying drawings, forming a part of this specification,and where in like numerals of reference indicate like parts throughout the several views,in whicl1-- Figure 1 is a diagrammatical view with the triple valve and the engineers valve in section, showing our improvements in position. Fig. 2 is an enlarged central longitudinally sectional view of the triple-valve piston. Fig. 3 is a sectional view of the governor, showing a part of the reservoir-line and train-line or pipe.

In the accompanying drawings, 1 indicates the main reservoir, 2 the train-line pipe connected to the engineers valve 2 and to the triple valve 3, and 9 indicates the pipe connecting the main reservoir 1 with the engineers valve 2.

To put our invention in practice,we employ the triple valve of the ordinary type, simply altering the piston thereof to accomplish, in connection with the cut-in between train-line and main reservoir, the objects of-our invention. In the ordinary triple valve the air passes from the train-line through a port in the triple valve to the auxiliaryreservoir. In our device we dispense with this port and cs tablish communication between the train-line and the auxiliary reservoir through the piston of the triple valve. To this end the piston-rod 5 and piston-head 6 are provided with a port 4", extending through the head 6 and for some 7 distance into the rod 5, and communicating through a port 4 with the auxiliary reservoir. (Not shown.) This port 4 is normally closed by a valve 5, that may be conveniently retained in position by having its stem working in a plate 7, suitably secured to the pistonrod and head. Arranged between the pipe 9, connecting the reservoir 1 with the engineers valve, and the train-line 2 is a cut-in cock 8,

by means of which communication is estab- 8Q lished between the main reservoir 1 and the train-line when the engineers valve 2 is on lap, which is the condition of this valve after an application of the brakes has been made. This cut-in cock is adapted to be automatically 8 5 closed by a governor 8 after the normal pressure is restored to the auxiliary reservoir and train-line.

We will assume for the purpose of illustra: tion that the standard pressure being em- 9 ployed is seventy pounds. There is consequently, of course, ninety pounds pressure in the main reservoir and seventy pounds in the train-line, in the engineers brake-valve, in the triple valve, and in the auxiliary reser- An application of the brakes is now made, using, we will say, ten pounds of air, reducing the pressure in the train-line and auxiliary reservoir to sixty pounds. As heretofore stated, we now desire to recharge the train-line and auxiliary reservoir to sixty-five pounds pressure (standard) while the brakes are still applied. To accomplish this, we operate the cut-in cock 8, opening communication between the main reservoir 1 (through pipe 9) to the train-pipe 2 and through the trainpipe 2, port A, and port 4 to the auxiliary reservoir, the valve 5 lifting under the excess of pressure and automatically reseating itself as soon as the pressure in the auxiliary reservoir and train-line equalizes. At this time the automatic governor 8 operates to close the communication between the main reservoir and train-pipe, and the pressure has been raised to the standard, (seventy pounds,) with the engineers valve on lap and the brakes set. It will be observed that the valve 5 is raised to open port 4: by excesss pressure on the train-line side of the triple-valve piston and seats itself by gravity when the pressure on both sides of the piston-head '6 is equalized. In this connection we would state that we do not wish to confine ourselves to this arrangement of the port A and valve 5", as it will be observed that the same result would be accomplished by having the port 4 lead downwardly through the piston-rod instead of upwardly from the port 4, in which con- .struction the valve 5 would remain normally unseated by gravity and the port 4: normally open, and the valve would only seat itself to close port A when a reduction of air is made to apply the brakes.

When the application of air is made, reducing pressure, we will say, ten pounds in the train-line and auxiliary reservoir, and it is desired to recharge the train-line and auxiliary reservoir after the release of the brakes, the cut-in cock 8 is operated so as to pass the air from main reservoir 1 through pipe 9, through governor 8, to train-line pipe 2. The

amount of air passed into the train-line pipe is controlled by the governor 8". It is to be noted that at this time the engineers valve is on lap. The amount of pressure on each side of the piston 6 prior to the opening of the cut-in cock 8 is equalnamely, sixty pounds. The excess pressure pumped into the trainline through cock 8 and governor 8 is not sufficient to force the piston 6 to full release, but is sufficient to lift the valve 5, allowing this pressure to pass through port 4. and port 4: to the auxiliary reservoir, thus still maintaining an equalization of pressure on both sides of the piston 6. This continues until the standard pressure has been reached, at which time the governor 8 automatically closes communication from the reservoir to the train-line 2, and this governor opens again upon the reduction of pressure in said trainline, this as long as the cut-in cock is in the open position.

Having fully described our invention, what we claim as new, and desire to secure by Letters Patent, is

A triple-valve piston comprising a head having a knob, a stem provided with inner and outer slide-valve collars, an axial port extending through the knob, head, and stem to a point adjacent to the inner collar, and a radial port and concave valve-seat connecting with the axial port between the head and inner collar, a bridge-plate having a stem opening and secured to the head and inner collar over the valve-seat, a disk-valve havinga convex face seating on the valve-seat and a stem extending into the radial port and into the stem opening in the bridge-plate.

In testimony whereof we affix our signatures in the presence of two witnesses.

ALBERT H. GELTZ. LEE L. HOSACK.

Witnesses:

JOHN NOLAND, E. E. POTTER. 

